IL296644B2

IL296644B2 - Hybrid utility vehicle

Info

Publication number: IL296644B2
Application number: IL296644A
Authority: IL
Original assignee: Polaris Inc
Priority date: 2016-06-14
Filing date: 2017-06-05
Publication date: 2023-12-01
Also published as: IL296644B1; US10744868B2; CA3027367C; US20190031015A1; CA3138437A1; US20170355259A1; AU2020244550B2; US20220371456A1; WO2017218225A1; MX2023005706A; CA3027367A1; IL263507B; IL287647A; MX2018014607A; IL287647B2; IL287647B; AU2020244550A1; AU2017284964B2; IL296644A; AU2017284964A1

Description

029055632- HYBRID UTILITY VEHICLE [0001] The present application relates to a utility vehicle and, more particularly, a hybrid utility vehicle configured to operate in various drive modes. [0002] Electric vehicles are known to have at least one battery pack which may be operably coupled to an electric motor for charging the battery pack and/or for driving the wheels of the vehicle. A hybrid vehicle, however, has both battery packs and an engine. In one embodiment of a hybrid vehicle, the engine and the battery packs operate in series, meaning that the battery packs provide the power or energy for driving the wheels and the engine operates to charge the battery packs. Alternatively, in another embodiment, a hybrid vehicle may be a parallel hybrid vehicle, meaning that the battery packs provide the power or energy to drive either the front or rear wheels but the engine provides the motive power to drive the other set of wheels. [0003] In one embodiment, a parallel hybrid power train comprises an engine; a transmission coupled to the engine; a front drive coupled to the transmission through a prop shaft; a rear drive coupled to the transmission; a traction motor being driving coupled to the prop shaft; and a battery to operate the traction motor. Additionally, in a further embodiment, a vehicle comprises a frame assembly, an operator area including at least an operator seat and a passenger seat supported on the frame assembly, and a driveline assembly. The driveline assembly includes an engine supported on the frame assembly, a transmission operably coupled to the engine, a front drive operably coupled to the transmission through a prop shaft, a rear drive operably coupled to the transmission, a traction motor operably coupled to the prop shaft and positioned laterally intermediate the operator seat and the passenger seat, and a battery configured to operate the traction motor. [0004] The parallel hybrid power train may comprise a silent mode wherein the traction motor operates to drive the prop shaft to drive the front and rear drives. The parallel hybrid power train may further comprise an engine driven generator to charge the battery. In this embodiment, the parallel hybrid power train comprises a charge at rest mode wherein the engine is run to charge the batteries through the engine driven generator. 029055632- id="p-5" id="p-5"

[0005] The parallel hybrid power train may also be profiled where the traction motor is also a generator for charging the batteries. The parallel hybrid power train may also comprise a charge and drive mode wherein the vehicle is driven and the batteries are charged by the engine driven generator and the traction motor in the generator mode. [0006] The parallel hybrid power train may also comprise a full performance mode wherein the traction motor and engine are both operated to add torque to the prop shaft to drive the front and rear drives. [0008] The above mentioned and other features of this invention, and the manner of attaining them, will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings, where: [0009] Fig. 1 is a rear left perspective view of a hybrid utility vehicle of the present disclosure; [0010] Fig. 2A is a front left perspective view of a driveline of a series hybrid utility vehicle of the present disclosure operably coupled to a first embodiment of a powertrain assembly; [0011] Fig. 2B is a rear left perspective view of the powertrain assembly of the series hybrid utility vehicle of Fig. 2A; [0012] Fig. 2C is a schematic view of the vehicle of Fig. 2A in an ideal turn; [0013] Fig. 2D is a schematic view of the vehicle of Fig. 2A in an oversteer situation; [0014] Fig. 2E is a schematic view of the vehicle of Fig. 2A in an understeer situation; [0015] Fig. 3A is a schematic flow chart illustrating the power flow between various components of the hybrid utility vehicle of Fig. 2A in various drive modes; [0016] Fig. 3B is a further schematic flow chart illustrating the power flow between various components of the hybrid utility vehicle of Fig. 2A in various drive modes; [0017] Fig. 4 is a schematic flow chart illustrating a "Full-Performance" drive mode of Fig. 3A; [0018] Fig. 5 is a schematic flow chart illustrating a "Silent-Drive" mode of Fig. 3A; 029055632- id="p-19" id="p-19"

[0019] Fig. 6 is a schematic flow chart illustrating a "Charge-and-Drive" mode of Fig. 3A; [0020] Fig. 7 is a schematic flow chart illustrating a "Charge-at-Rest" drive mode of Fig. 3A; [0021] Fig. 8A is a rear right perspective view of a driveline of a first embodiment of a parallel hybrid utility vehicle of the present disclosure operably coupled to a second embodiment of a powertrain assembly; [0022] Fig. 8B is a rear right perspective view of the powertrain assembly of the first embodiment hybrid utility vehicle; [0023] Fig. 9A is a schematic flow chart illustrating the power flow between various components of the hybrid utility vehicle of Fig. 8A in various drive modes; [0024] Fig. 9B is a further schematic flow chart illustrating the power flow between various components of the hybrid utility vehicle of Fig. 8A in various drive modes; [0025] Fig. 10 is a schematic flow chart illustrating a "Full-Performance" drive mode of Fig. 9A; [0026] Fig. 11 is a schematic flow chart illustrating a "Silent-Drive" mode of Fig. 9A; [0027] Fig. 12 is a schematic flow chart illustrating a "Charge-and-Drive" mode of Fig. 9A; [0028] Fig. 13 is a left rear perspective view of the third embodiment of hybrid vehicle of the present disclosure; [0029] Fig. 14 is a left hand perspective view of the drive train of the embodiment of Fig. 13; [0030] Fig. 15 is a right hand perspective view of the powertrain of Fig. 14; [0031] Fig. 16 is an underside perspective view of the powertrain of Fig. 14; [0032] Fig. 17 is a left rear perspective view of the traction motor of the powertrain of Fig. 14; [0033] Fig. 18A is a schematic view of the hybrid powertrain of Fig. 14 with the various operating modes with the driveline shown generically; [0034] Fig. 18B is a schematic view of the hybrid powertrain of Fig. 14 with the various operating modes; [0035] Fig. 19 is a schematic view of the charge at rest mode for the hybrid schematic of Fig. 18; 029055632- id="p-36" id="p-36"

[0036] Fig. 20 is a schematic view of the charge and drive mode of the hybrid schematic of Fig. 18; [0037] Fig. 21 is a schematic view of the silent drive mode of the hybrid schematic of Fig. 18; [0038] Fig. 22 is a schematic of the full performance mode of the hybrid schematic of Fig. 18; [0039] Fig. 23 is a rear view taken behind the seats showing one possible orientation of the traction motor of Fig. 17; [0040] Fig. 24 is another possible orientation for the traction motor of Fig. 17; [0041] Fig. 25 is a left rear perspective view of the drive train for a fourth possible hybrid embodiment having a front traction motor; [0042] Fig. 26 is a right rear perspective view of a bi-directional clutch for use with the hybrid powertrain of Fig. 25; [0043] Fig. 27 is a cross-sectional view through lines 3-3 of Fig. 26; [0044] Fig. 28 is a left front view of the front traction motor and front drive for the hybrid powertrain of Fig. 25; [0045] Fig. 29 is a right rear perspective view of the front drive of Fig. 28 less the traction motor; [0046] Fig. 30 is a left rear perspective view of the traction motor and front drive of Fig. 28 with the left hand cover exploded away from the front drive; [0047] Fig. 31 is a right front perspective view showing the gearing of the front drive of Fig. 28; [0048] Fig. 32A is a schematic view of the hybrid powertrain of Fig. 25 with the various operating modes with the driveline shown generically; [0049] Fig. 32B shows an overall schematic view of the operation of the hybrid powertrain of Fig. 25 with the various operating modes; [0050] Fig. 33 is a schematic view of the charge at rest mode for the hybrid schematic of Fig. 32; [0051] Fig. 34 is a schematic view of the charge and drive mode of the hybrid schematic of Fig. 32; [0052] Fig. 35 is a schematic view of the silent drive mode of the hybrid schematic of Fig. 32; [0053] Fig. 36 is a schematic of the full performance mode of the hybrid schematic of Fig. 32; 029055632- id="p-54" id="p-54"

[0054] Fig. 37A is a front left perspective view of a hybrid utility vehicle of the present disclosure including a plurality of battery packs configured to be used with any of the powertrain assemblies disclosed herein; [0055] Fig. 37B is a front perspective view of a charger of a hybrid utility vehicle of the present disclosure; [0056] Fig. 38A is a schematic view of a cooling assembly of any of the hybrid utility vehicles disclosed herein; [0057] Fig. 38B is an exploded view of a radiator of the cooling assembly coupled to motor controllers of the electrical system of any of the hybrid utility vehicles disclosed herein; [0058] Fig. 38C is an alternative embodiment of the radiator coupled to the motor controllers of Fig. 38B; [0059] Fig. 38D is an alternative embodiment of the radiator coupled to one of the motor controllers of Fig. 38B; [0060] Fig. 38E is an alternative embodiment of the radiator coupled to the other of the motor controllers of Fig. 38B; [0061] Fig. 39 is a schematic view of a control system for operating any of hybrid vehicles disclosed herein in various drive modes; [0062] Fig. 40 is a left side view of any of the hybrid utility vehicles of the present disclosure with an upper frame portion shown in a collapsed position; [0063] Fig. 41 is a left side view of any of the hybrid utility vehicles of the present disclosure with an upper frame assembly shown in a raised position and supporting an autonomous assembly or kit for the vehicle; [0064] Fig. 42 is a top view of the vehicle of Fig. 41 including the autonomous assembly or kit for the vehicle; [0065] Fig. 43 is a front left perspective view of the vehicle of Fig. including the autonomous assembly or kit for the vehicle; [0066] Fig. 44 is a front left perspective view of an alternative embodiment vehicle of the present disclosure; [0067] Fig. 45 is a front left perspective view of a frame assembly and a driveline of the vehicle of Fig. 44; [0068] Fig. 46 is a rear left perspective view of the driveline of Fig. 45; [0069] Fig. 47 is a rear right perspective view of the driveline of Fig. 46; [0070] Fig. 48 is a bottom left perspective view of the driveline of Fig. 47; 029055632- id="p-71" id="p-71"

[0071] Fig. 49 is a front left perspective view of a battery positioned on the vehicle of Fig. 44 and operably included with the driveline; [0072] Fig. 50 is a schematic view of an electrical system of the vehicle of Fig. 44; and [0073] Fig. 51 is a schematic view of a charging system for the vehicle of Fig. configured to receive and export power to and from the vehicle. [0074] Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present invention, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present invention. DETAILED DESCRIPTION OF THE DRAWINGS [0075] The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present disclosure is primarily directed to a utility vehicle, it should be understood that the features disclosed herein may have application to other types of vehicles such as other all-terrain vehicles, motorcycles, snowmobiles, and golf carts. [0076] Referring to Fig. 1, an illustrative embodiment of a hybrid utility vehicle 10 is shown, and includes ground engaging members, including front ground engaging members 12 and rear ground engaging members 14, a powertrain assembly 16, a frame 20, a plurality of body panels 22 coupled to frame 20, a front suspension assembly 24, a rear suspension assembly 26, and a rear cargo area 28. In one embodiment, one or more ground engaging members 12, 14 may be replaced with tracks, such as the PROSPECTOR II tracks available from Polaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn. 55340, or non-pneumatic tires as disclosed in any of U.S. Patent Nos. 8,109,308, filed on March 26, 2008 (Attorney Docket No. PLR-09-25369.02P); 8,176,957, filed on July 20, 2009 (Attorney Docket No. PLR-09-25371.01P); and 9,108,470, filed on November 17, 2010 (Attorney Docket No. PLR-09-25375.03P); and U.S. Patent Application Publication No. 2013/0240272, filed on March 13, 2013 (Attorney Docket No. PLR-09-25201.02P), the complete disclosures of which are expressly incorporated by reference herein. Vehicle 10 may be referred to as a utility vehicle ("UV"), an all-terrain vehicle 029055632- ("ATV"), or a side-by-side vehicle ("SxS") and is configured for travel over various terrains or surfaces. More particularly, vehicle 10 may be configured for military, industrial, agricultural, or recreational applications. [0077] Powertrain assembly 16 is operably supported on frame 20 and is drivingly connected to one or more of ground engaging members 12, 14. As shown in Fig. 1, powertrain assembly 16 may include an engine 30 (Fig. 2) and a transmission, for example a continuously variable transmission ("CVT") 32 and/or a shiftable transmission (not shown, and may be operably coupled to or included within a driveline assembly including front and rear differentials (not shown) and a drive shaft (not shown). Engine 30 may be a fuel-burning internal combustion engine, however, any engine assembly may be contemplated, such as hybrid, fuel cell, or electric engines or units. In one embodiment, powertrain assembly 16 includes a turbocharger (not shown) and engine 30 is a diesel internal combustion engine. Additional details of CVT 32 may be disclosed in U.S. Patent No. 3,861,229; U.S. Patent No. 6,176,796; U.S. Patent No. 6,120,399; U.S. Patent No. 6,860,826; and U.S. Patent No. 6,938,508, the complete disclosures of which are expressly incorporated by reference herein. [0078] Front suspension assembly 24 may be coupled to frame 20 and front ground engaging members 12. As shown in Fig. 1, front suspension assembly includes a shock 34 coupled to each front ground engaging member 12 and a front axle arrangement which may include a front control arm assembly 35. Similarly, rear suspension assembly 26 may be coupled to frame 20 and rear ground engaging members 14. Illustratively, rear suspension assembly 26 includes a shock 36 coupled to each rear ground engaging member 14 and a rear axle arrangement 38. Additional details of powertrain assembly 16, the driveline assembly, and front suspension assembly 24 may be described in U.S. Patent No. 7,819,220, filed July 28, 2006, titled "SIDE-BY-SIDE ATV" (Attorney Docket No. PLR-06-1688.01P) and U.S. Patent Application Publication No. 2008/0023240, filed July 28, 2006, titled "SIDE-BY-SIDE ATV" (Attorney Docket No. PLR-06-1688.02P); and additional details of rear suspension assembly 26 may be described in U.S. Patent Application Publication No. 2012/0031693, filed August 3, 2010, titled "SIDE-BY-SIDE ATV (Attorney Docket No. PLR-06-24357.02P), the complete disclosures of which are expressly incorporated by reference herein. [0079] Referring still to Fig. 1, vehicle 10 includes an operator area supported by frame 20, and which includes seating for at least an operator and a 029055632- passenger. Illustratively, one embodiment of vehicle 10 includes four seats, including an operator seat 42, a front passenger seat 44, and two rear passenger seats 46. More particularly, operator seat 42 and front passenger seat 44 are in a side-by-side arrangement, and rear passengers seats 46 also are in a side-by-side arrangement. Rear passenger seats 46 are positioned behind operator seat 42 and front passenger seat 44 and may be elevated relative to seats 42, 44. Operator seat 42 includes a seat bottom, illustratively a bucket seat, and a seat back. Similarly, front passenger seat includes a seat bottom, illustratively a bucket seat, and a seat back. Likewise, each rear passenger seat 46 includes a seat bottom, illustratively a bucket seat, and a seat back. [0080] Vehicle 10 further includes frame 20 supported by ground engaging members 12, 14. In particular, frame 20 includes a front frame portion 48 and a rear frame portion 49. Illustratively, rear frame portion 49 supports powertrain assembly and rear cargo area 28. Vehicle 10 also comprises an overhead or upper frame portion 50. Upper frame portion 50 is coupled to frame 20 and cooperates with operator area 40 to define a cab of vehicle 10. Additional details of vehicle 10 may be disclosed in U.S. Patent No. 8,998,253, filed March 28, 2013 (Attorney Docket No. PLR-09-25274.02P), the complete disclosure of which is expressly incorporated by reference herein. [0081] Referring to Figs. 2A and 2B, in one embodiment, vehicle 10 is a series hybrid utility vehicle 110 configured for all-electrical operation. Vehicle 1includes an alternative powertrain assembly 116 and an electrical system 150. Powertrain assembly 116 includes engine 30 but does not include CVT 32, although powertrain assembly 116 still includes a transmission 118, which may be a shiftable transmission or gearbox, operably coupled to engine 30. Instead of CVT 32, powertrain assembly 116 is operably coupled to electrical system 150 which includes a motor/generator 120 operably coupled to engine 30 and a traction motor 1operably coupled to transmission 118 and motor/generator 120. Motor/generator 1is configured to convert the rotary power supplied by engine 30 into electrical power to be used by traction motor 122, a plurality of battery packs 128, or any other component of vehicle 110. Illustrative vehicle 110 is always electrically driven and, therefore, no CVT or other mechanical drive system is needed between engine 30 and a driveline 136 of vehicle 110. 029055632- id="p-82" id="p-82"

[0082] Referring still to Figs. 2A and 2B, engine 30 acts an electric generator to provide rotary power to motor/generator 120 which is operably coupled to the crankshaft of engine 30 via a belt or is operably coupled to engine 30 through a gear box. For example, when engine 30 is operating, the crankshaft rotates to provide power to motor/generator 120 which then supplies power to traction motor 122 via a motor controller 130 (e.g., which may be or includes an inverter) (Fig. 3). Traction motor 122 also may be coupled to a second motor controller 132 (e.g., which may be or includes an inverter) (Fig. 3) to supply power to driveline 136. Traction motor 1is then configured to supply power to front and rear ground engaging members 12, by providing power either to transmission 118, a prop shaft gear box (not shown), a front gear box (not shown), or directly to each front and rear ground engaging member 12, 14. More particularly, traction motor 122 drives transmission 1which drives rear ground engaging members 14 through a rear differential or gear box 124 and drives front ground engaging members 12 through a prop shaft 126 which is operably coupled to a front differential or gear box 134 (Fig. 2A). [0083] Front and rear ground engaging members 12, 14 may each include individual motors to provide torque vectoring attributes. More particularly, and referring to Fig. 2C, a front accelerometer 60 may be positioned at a front axle 62 and a rear accelerometer 64 may be positioned at a rear axle 66 of vehicle 110. Using a standard or X-Y-Z coordinate system and , the lateral acceleration of vehicle 110 may be measured along the Y-axis and the longitudinal acceleration of vehicle 110 may be measured along the X-axis. If vehicle 110 is an ideal turn, the lateral acceleration of both front and rear axles 62, 66 will be the same. However, if vehicle 110 tends to oversteer, as shown in Fig. 2D, the lateral acceleration on rear axle 66 is less than the lateral acceleration on front axle 62 because rear ground engaging members 14 are not able to maintain the same turning radius as front ground-engaging members 12. In this oversteering situation, . In order to correct the oversteering situation, the ECU moves the traction torque distribution from a rear motor to a front motor until is restored. In doing so, the torque vectoring adjusts the original torque distribution based on driver input(s) and the driving situation to maintain a stable driving behavior and vehicle safety. 029055632- id="p-84" id="p-84"

[0084] Conversely, as shown in Fig. 2E, if vehicle 110 tends to understeer, the lateral acceleration on rear axle 66 is greater than on front axle 62 because front ground engaging members 12 do not maintain the intended turning radius. In this understeering situation, . In order to correct the understeering situation, the ECU moves the traction torque distribution from the front motor to the rear motor until is restored. In doing so, the torque vectoring adjusts the original torque distribution based on driver input(s) and the driving situation to maintain a stable driving behavior and vehicle safety. [0085] Additionally, traction control is monitored, adjusted, and/or contemplated when using torque vectoring for both optimal acceleration of vehicle 110 and stability of vehicle 110 during operation. Traction control monitors the rotational speed of both front and rear axles 62, 66 and also calculates and/or stores derivatives of the signals generated based on the rotational speed of front and rear axles 62, 66. If either the rotational speed or its derivatives differs between front and rear axles 62, 66, the traction control limits the requested torque to one or both of the front and rear motors. [0086] As shown in Figs. 2A and 2B, vehicle 110 also includes battery packs 128. In one embodiment, battery packs 128 are supported by rear frame portion and are positioned either below rear passenger seats 46 or, illustratively, one or more of rear passenger seats 46 are removed to provide available space for battery packs 128. Battery packs 128 are operably coupled to motor/generator 120 and traction motor 122. Because battery packs 128 are operably coupled to motor/generator 120, motor/generator 120 is able to charge battery packs 128 when vehicle 110 is at rest. Additionally, vehicle 110 may be up-idled to provide more electrical power to battery packs 128 than vehicle 110 is consuming during driving in order to charge battery packs 128. Additionally, vehicle 110 is configured for regenerative braking such that driveline 136 can act as a kinetic energy recovery system as vehicle 110 decelerates, coasts, or brakes in order to capture braking energy for charging battery packs 128. [0087] In one embodiment, battery packs 128 also are operably coupled to traction motor 122 to provide power thereto. However, if battery packs 128 are removed from vehicle 110, engine 30 is configured to constantly supply power to traction motor 122 via motor/generator 120 and motor controllers 130, 132. 029055632-

Claims

1.- Claims 1. A vehicle having a hybrid driveline assembly, comprising: an engine positioned at a rear of the vehicle; an electric motor positioned at a front of the vehicle; a transmission selectively coupled to the engine and the electric motor, the transmission configurable between a plurality of drive modes; and a final drive assembly operably coupled to the transmission output, the final drive assembly having a front final drive operably coupled to the electric motor and a rear final drive operably coupled to the engine, the front final drive also selectively operably coupled to the rear final drive via a prop shaft extending from the rear of the vehicle to the front portion of the vehicle, whereby torque is selectively provided from the engine to the front final drive and torque is selectively provided from the electric motor to the rear final drive.

2. The vehicle of claim 1, wherein the transmission including a geared transmission operably coupled to the engine.

3. The vehicle of claim 1, further comprising a continuously variable transmission operably coupled to the engine and the transmission.

4. The vehicle of claim 1, wherein, in a first drive mode of the plurality of drive modes, the transmission is configured to selectively couple the electric motor to the transmission output and selectively decouple the engine from the transmission output.

5. The vehicle of claim 4, wherein the first drive mode is a silent drive mode and the transmission is configured to receive torque from the electric motor and to provide torque to the rear final drive. 029055633-

6. The vehicle of claim 4, wherein, in a second drive mode of the plurality of drive modes, the transmission is configured to selectively couple the electric motor to the transmission and selectively couple the engine to the transmission.

7. The vehicle of claim 6, wherein the second drive mode is a full performance mode and the transmission is configured to receive torque from the engine and the electric motor and to provide torque to the rear final drive.

8. The vehicle of claim 1, wherein, in a first drive mode of the plurality of drive modes, the transmission is configured to selectively couple the electric motor to the transmission and to selectively couple the engine to the transmission.

9. The vehicle of claim 8, wherein in the first drive mode is a charge-and-drive mode and the transmission is configured to provide torque to the electric motor.

10. The vehicle of claim 9, wherein, upon deceleration, the front final drive is configured to provide torque to the rear final drive and the rear final drive is configured to provide torque to the transmission. 12. The vehicle of claim 1, wherein a bidirectional clutch is located along the prop shaft between the front final drive and the rear final drive. 13. A hybrid driveline for a vehicle, comprising: an engine positioned at a rear of the vehicle; an electric motor positioned at a front of the vehicle; a front final drive operably coupled to the electric motor and positioned at the front of the vehicle; a rear final drive operably coupled to the engine and positioned at the rear of the vehicle, the rear final drive configured to selectively transfer torque to the front final drive; and a transmission comprising: a first transmission portion operably coupled to the engine and configured to transfer torque from the engine; a second transmission portion operably coupled to the electric motor and configured to transfer torque from the electric motor; and 029055633- a third transmission portion operably coupled to the front final drive and the rear final drive, the third transmission portion configured to be selectively drivingly coupled to and decoupled from at least one of the first transmission portion and the second transmission portion. 14. The hybrid driveline of claim 13, wherein the third transmission portion is configured to be selectively drivingly coupled to and decoupled from the first transmission portion. 15. The hybrid driveline of claim 13, wherein the third transmission portion is configured to be selectively drivingly coupled to and decoupled from the second transmission portion. 16. The hybrid driveline of claim 13, wherein the first and second transmission portions define an input of the transmission and the third transmission portion defines an output of the transmission. 17. The hybrid driveline of claim 13, wherein the third transmission portion is configured to be selectively drivingly coupled to the second transmission portion in a first drive mode. 18. The hybrid driveline of claim 17, wherein the first drive mode is one of a silent drive mode where the second transmission portion is configured to provide torque to the third transmission portion and a charge-and-drive mode where the third transmission portion is configured to provide torque to the second transmission portion. 19. The hybrid driveline of claim 17, wherein the third transmission portion is selectively decoupled from the first transmission portion in the first drive mode. 20. The hybrid driveline of claim 17, wherein the third transmission portion is configured to be selectively coupled to the first transmission portion and the second transmission portion in a second drive mode. 21. The hybrid driveline of claim 20, wherein the second drive mode is a full performance mode and the third transmission portion is configured to receive torque from the first transmission portion and the second transmission portion and to provide torque to the rear final drive. 029055633- 22. The hybrid driveline of claim 13, further comprising a gear box coupled to the engine. 23. The hybrid driveline of claim 13, wherein the third transmission portion is operably coupled to the front final drive via the rear final drive.